Alfred r



A. R. CORY.

CASH CARRIER.

. (No Model.)

No. 429,3 Patented June 3, 1890.

mwmboz witmaooo $6 0., wmnmsmu w c UNITED STATES PATENT CFF CE.

ALFRED R. CORY, OF NEW YORK, N. Y.

CASH-CARRIER.

SPECIFICATION forming part of Letters Patent No. 429,338, dated June 3, 1890.

Application filed January 13, 1890. Serial No.33 6,720. (No model.)

To all whom it may concern:

Be it known that I, ALFRED R. CORY, a citizen of the United States, residing at New York, in the county of New York, State of New York, have invented certain new and useful Improvements in Cash-Carriers, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention has relation to cash-carriers and to the mechanism for propelling the same; and the invention consists in certain features of construction hereinafter described, and particularly pointed out in the claims.

Referring to the drawings, Figure 1 is a side elevation with parts in section, andFig. 2 a horizontal section on the lineman of Fig. 1.

Like letters refer to like parts in both the I figures of the drawings.

A represents the station-postthat is, the hanger which is usually secured to the ceiling, and through which the track B is passed, and to or upon which are mounted the Various adjuncts for propelling a car from the station and retaining an incoming car at the station.

C represents the car-body, having connected therewith the cash-receptacle C, and having at each end upwardly-inclined horns or hooks G the purpose of which is to connect with a loop D connected with the bifurcations D of a propelling-lever D. This lever is pivoted in an arm E, projecting from the post A,

and in this instance arranged above the track B. It will be noticed that the relative arrangement of the propelling-lever and track can by the exercise only of the expected skill of the mechanic be reversed. From that end of the lever which is opposite the loop D there extends a pulling-cord F, which passes over a pulley G, which is mounted in an adjustable collar H clamped by means of a screw or screws I Xx to the post A. v The pulling-cord F extends from the pulley G downwardly to the salesmans desk. If desired, the pulley G may be arranged non-adjustably upon or within the post A, as indicated by dotted lines, as at G The object of adj ustably supporting the pulley on the post is to secure the advantage of varying the length of movement or throw of the propelling-lever D. This operation will be apparent from an inspection of the dotted lines at D", which the lever beyond a straight line. ent instance the propelling-lever is supported in advance of the station-post, because it seems to be the preferable position; but the invention is not limited in this regard, as it .is apparent that it may occupy other posi- IiiOHS and perform the same desired functions by a rearrangement of the co-operating elements of the apparatus, which rearrangement gcan easily be devised by a mechanic conversant in the construction of store-service appa:

ratus.

indicate the position assumed by the leverD when the pulling-cord F is drawn until it assumesaposition substantially in a straight line with the lever, while the dotted lines D represent the position of the same parts when the guide-pulley G is adjusted to a lower position on the post, as indicated by the dotted lines G There are two or more very important and essential advantages secured by the arrangement of the propelling-lever and pulling-cord illustrated and thus far described. The feature of construction specified and the mode of operation resulting therefrom are such that at the final completion of the operative stroke of the propelling-lever there is imparted a sudden impetus in addition to the momentum given to the car during the main portion of the movement of that end of the lever which carries the loop. Another advantage is that all the cushioning devices heretofore employed to deaden the noise caused by the contact of the upper arm of the propelling-lever with a fixed part of the apparatus are done away with, as the cushioning effect is produced in exerting force upon the pulling-cord to procure the dispatch or sending of the car from the station. This operation may be tion directly to the lever of the pulling-cord is such that the cord and lever are caused to assume substantially a straight line, and a cushioning device is unnecessary, because of the resistance of the card to the passage of In the-pres- Heretofore When lever-propellers have been embodied im similar structures they have been angular levers, and if, having attached thereto any pulling-cord, the arrangement and proportions were such that the sudden impetus at the end of the throw of the lever was not obtained, because said end was not in contact with the car at the time that the pullingcord and lever were in line with each other that is to say, a bell-crank lever or angle-iron, with a pulling-cord attached thereto, cannot, as a matter of fact, be brought in line with each other, and cannot, as a matter of operation and as heretofore constructed and used, give the final impetus to acar which is being dispatched by the lever. In that class of lever-propellers which have been supported in front of the station'post none of them, so far as I am aware, have had the pullingoord so attached thereto or connected therewith as that both could be brought substantially in line with each other, whereby a cushioning device heretofore specified was not necessary, so that in neither form of propelling-lever heretofore employed neither the one nor both the advantages of my construction have been secured.

H represents a spring for retracting the lever to a position in which it is ready to dispatch a car. In this instance it passes through the lever D below its pivot E andis knotted, as at H, while its opposite end is passed through a small hole 11 and a large hole H in the post A, where it is knotted, as at II, and drawn within the pipe which constitutes the station-post. An expansible spring may be arranged above the pivot E to perform this function; or, if desired, the usual wellknown coiled form of spring employed in hinged structures may be arranged at the pivotE'.

I is a muffler of rubber or leather, or, what is preferable, cork wound with cord, (shown in section at l.) The object of the cord is to compress the cork firmly upon the track and to prevent the tone-producing vibrations thereof. The muttler is seated in one of the perforations in the station-post through which the track passes.

The ear-body is provided at each end and on its lower surface with shoulders C against which the bevel-ended spring-latch J takes in order to look a car against rebounding out of the station. This spring-latch is secured to the collar J, which is adjustably clamped to the station-post by a-screw or screws J Upon each end of the car is mounted a lever or levers K. In thisinstance they consist of plates pivoted at K to the car and connected at their upper ends by a spacing-rod K Each of the levers K is slotted, as at K to receive a pin K, projecting from the side of the body of the car into the slot. The object of the pin is to hold the levers in their lowest or normal positionthat is, so that the shoulder K of each lever will coincide with the shoulder C on the car-body. Beyond the shoulder K is a toe or projection K. The purpose of the lever is to release the catch J from the car, and it is accomplished in the following manner: When the car comes into the station its horns and the levers K are received by the loop D which may be of cord, leather, or any other substance which is flexible though not elastic, as it is not intended to perform in any sense the function of a spring. WVhen the pullingcord F is drawn downwardly, the lever D is vibrated on its pivot, and the loop D first draws upon the levers K, bringing their upper ends to the position marked K ,whereby their projections K are brought to bear on the beveled upper surface of the latch J, so as to depress the same into the position indicated by dotted lines J thus releasing the latch from the car when a continued downward movement of the pulling-cord throws the loop end of the'lever outwardly to the end of its stroke when the sudden impetus is given. Upon releasing the pulling-cord from a downward pull the spring ll retracts the lever and cord to positions for successive use. It is apparent that the end of the lever which is in the path of the car may contact directly with the car, as is common, and that therefore the loop D may be dispensed with, and it is also apparent that the lower end of the lever need not be bifurcated to adapt it to receive and carry a loop, but that the same may be plain, in which case it would take contact with the cross-bar K of the latch-tripping levers K, and through the medium of the pins and slots described impart the desired motion to the car to dispatch the same from the station. It is also apparent that instead of making the station-post of pipe and suitable connections it may be either of rods or cast pieces.

hat I claim is 1. The combination, with a track and car, of a propelling-lever having one end arranged in the path of the car and the other end provided with a pulling-cord directly connected therewith, the lever being pivoted between its two ends, and a guid e-p ulley arranged with relation to the pivot of the lever to bring the pulling-cord and lever substantially in line with each other, substantially as and for the purpose specified.

2. The combination, with a track and car, of a propelliug-leve13 a pulling-cord connected directly thereto, and a guide-pulley arranged to cause the lever and cord to assume substantially a straight line, substantially as specified.

3. The combination, with a track and station-post, of a propelling-lever pivotally arranged wholly at one side of the post and adjacent to the track, with one end in the path of the car and having its opposite end beyond its pivot directly connected with a pulling-cord, and a guid e-pulley for said cord, arranged to bring the lever and pulling-cord in a substantially straight line with each other, substantially as specified.

4. The combination, with a propelling-lever having a loop and a car with a car-retaining IIO latch, of latch-releasing levers mounted on the car and arranged to be operated by the loop of the propelling-lever, substantially as specified.

5. The combination, with a car and car-retaining latch, of pivoted levers having projections and shoulders for releasing the catch from the car, substantially as specified.

6. The combination of station-post A, having the arm E, the lever D, pivoted to the arm and provided with the bifurcations D and loop D the pulling-cord F, connected directly to the upper end of the lever, and a guidepulley G, substantially as specified.

'7. The combination of the post A, having the arm E, lever D, pulling-cord F, and pulley G, arranged above the pivot of the lever, and the spring H, connected with the lever below its pivot with the post, substantially as specified.

8. The muflier I, wound with cord I, substantially as specified.

9. The combination, with the post A, of the track B, the muffler I, and the cord 1, substantially as specified.

10. The combination, with the car-body 0, having the shoulders 0 ,01 the levers K, pivoted to the car-body and having the projections K substantially as specified.

11. The combination, with the post A, of the arm E, the lever D, the pulling-cord F, the pulley G, the spring H, the loop D the carbody having horns C and the levers K, and the catch J, substantially as specified. I

12. The combination, with a track, of a muifier of compressible material enveloping the track and an encircling medium around a portion of the muffler to compress it upon the track, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

ALFRED R. CORY.

\Vitnesses:

E. B. STOCKING, HEATH SUTHERLAND. 

